JP2010120589A - Capacitor cooling device - Google Patents

Capacitor cooling device Download PDF

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JP2010120589A
JP2010120589A JP2008298218A JP2008298218A JP2010120589A JP 2010120589 A JP2010120589 A JP 2010120589A JP 2008298218 A JP2008298218 A JP 2008298218A JP 2008298218 A JP2008298218 A JP 2008298218A JP 2010120589 A JP2010120589 A JP 2010120589A
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Prior art keywords
vehicle
cooling
air
cooling air
air volume
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JP4725815B2 (en
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Yoshihisa Katono
義久 上遠野
Takashi Okane
崇 大金
Yuji Fujita
裕二 藤田
Hiroshi Kitagawa
浩 北川
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to JP2008298218A priority Critical patent/JP4725815B2/en
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to CN200980145255.4A priority patent/CN102216103B/en
Priority to PCT/JP2009/068527 priority patent/WO2010058688A1/en
Priority to EP20090827469 priority patent/EP2357106B1/en
Priority to US13/130,028 priority patent/US20110223463A1/en
Priority to BRPI0921387A priority patent/BRPI0921387A2/en
Publication of JP2010120589A publication Critical patent/JP2010120589A/en
Priority to JP2010249732A priority patent/JP2011086628A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Secondary Cells (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a capacitor cooling device capable of feeding sufficient cooling air to the capacitor in deceleration of a vehicle set to a mode of high recovery efficiency of regenerative energy. <P>SOLUTION: The capacitor cooling device mounted on the vehicle capable of travel by motive power from an electric motor driven a capacitor as a power source includes a cooling air generation part for generating the cooling air for cooling the capacitor; and an air amount control part for controlling the cooling air generation part so as to generate the cooling air of a larger amount of air than an amount of air when it is set to a low recovery efficiency mode in deceleration of the vehicle set to a high recovery efficiency mode out of two modes of the different recovery efficiencies when the regenerative energy obtained from the electric motor at deceleration of the vehicle is recovered to the capacitor. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、回生エネルギーの回収効率が高いモードに設定された車両の減速時に十分な冷却風を蓄電器に供給する蓄電器冷却装置に関する。   The present invention relates to a condenser cooling device that supplies sufficient cooling air to a condenser during deceleration of a vehicle set in a mode in which the recovery efficiency of regenerative energy is high.

特許文献１に開示されたハイブリッド車両の冷却装置は、当該特許文献１の段落［００５８］及び［００５９］で説明されているように、車両が減速時には、ＴＬ（エアコンがLow作動するための下限値温度）及びＴＨ（エアコンがHigh作動するための下限値温度）をそれぞれ所定量だけ高温側に補正する。これにより無駄な電動ファンの駆動を回避して過度の冷却を防止しつつ騒音を低減することができる。   As described in paragraphs [0058] and [0059] of Patent Document 1, the cooling device for a hybrid vehicle disclosed in Patent Document 1 is a TL (lower limit for the air conditioner to operate at Low when the vehicle decelerates. Value temperature) and TH (lower limit temperature for the air conditioner to operate High) are corrected to a high temperature side by a predetermined amount. Thus, it is possible to reduce noise while avoiding excessive cooling by avoiding unnecessary driving of the electric fan.

また、特許文献２に開示されたシート用加熱冷却装置は、車両に搭載される送風機で発生する騒音が、他の装置から発生する騒音よりも下回るように送風機を制御することで静粛性を図っている。   In addition, the seat heating / cooling device disclosed in Patent Document 2 achieves quietness by controlling the blower so that the noise generated by the blower mounted on the vehicle is lower than the noise generated by other devices. ing.

特許文献１及び２のいずれも、ファンから発生する騒音を低減することによって、ドライバにとっての車両の快適性の評価基準であるＮＶ（Noise Vibration）性能の向上を図っている。しかし、いずれの特許文献もＥＶ（Electric Vehicle：電気自動車）やＨＥＶ（Hybrid Electrical Vehicle：ハイブリッド電気自動車）等の車両への利用を前提とはしていない。   Both Patent Documents 1 and 2 attempt to improve NV (Noise Vibration) performance, which is an evaluation standard of vehicle comfort for a driver, by reducing noise generated from a fan. However, none of the patent documents is premised on use in vehicles such as EVs (Electric Vehicles) and HEVs (Hybrid Electrical Vehicles).

ＥＶやＨＥＶ等の車両（以下、単に「車両」という）には、駆動源としての電動機と、電動機等に電力を供給する蓄電器と、蓄電器を冷却するためのファンと、車両の走行状態に応じてファンの回転数を制御する制御部とが搭載されている。蓄電器は、ニッケル水素電池やリチウムイオン電池等の直列に接続された複数の２次電池によって構成されている。したがって、車両が減速時に電動機を発電機として機能させれば、発電電力を回生エネルギーとして蓄電器に回収することができる。   For vehicles such as EVs and HEVs (hereinafter simply referred to as “vehicles”), an electric motor as a drive source, a battery for supplying electric power to the motor, a fan for cooling the battery, and a driving state of the vehicle And a control unit for controlling the rotation speed of the fan. The battery is composed of a plurality of secondary batteries connected in series such as a nickel metal hydride battery or a lithium ion battery. Therefore, if the motor functions as a generator when the vehicle decelerates, the generated power can be recovered as regenerative energy in the battery.

しかし、回生エネルギーが蓄電器に回収される際の回生電力（充電電力）が大きいと蓄電器は発熱する。蓄電器を構成する２次電池の出力性能は温度に依存するため、蓄電器の温度が所望値以上に高いと、蓄電器の出力性能は低下する。したがって、車両が減速時にはファンによって蓄電器を冷却する。但し、ファンの風切り音及びファンモータの駆動音は車両のＮＶ性能を低下させる一因となり得るため、特許文献１や特許文献２のように、車両の走行状態等に応じてファンの駆動を制御することが望ましい。   However, if the regenerative power (charged power) when the regenerative energy is recovered by the capacitor is large, the capacitor generates heat. Since the output performance of the secondary battery constituting the battery depends on the temperature, the output performance of the battery decreases when the temperature of the battery is higher than a desired value. Therefore, the condenser is cooled by the fan when the vehicle decelerates. However, since the wind noise of the fan and the driving sound of the fan motor can contribute to the decrease in the NV performance of the vehicle, the driving of the fan is controlled according to the running state of the vehicle as in Patent Document 1 and Patent Document 2. It is desirable to do.

特開平１１−２８５１０６号公報JP-A-11-285106 特開２００６−２７５１８号公報JP 2006-27518 A

上記説明したＥＶやＨＥＶ等の車両には、減速時に回生エネルギーを高い効率で回収する燃費優先モードと、燃費優先モードよりも回生エネルギーの回収効率が低い通常モードの２つのモードの内、ドライバがいずれかのモードに設定可能な車両が考えられる。このような車両に特許文献１の冷却装置や特許文献２のシート用加熱冷却装置を搭載すると、燃費優先モードが選択された車両の減速時であっても、蓄電器の冷却性能よりＮＶ性能の方が優先される。すなわち、ファンは、蓄電器を十分に冷却するために必要な風を供給するよう制御されない。その結果、蓄電器の温度が上昇してしまう。   The vehicle such as the EV or HEV described above has a driver among two modes, a fuel efficiency priority mode for recovering regenerative energy with high efficiency during deceleration and a normal mode in which the recovery efficiency of regenerative energy is lower than the fuel efficiency priority mode. A vehicle that can be set to any mode is conceivable. When the cooling device of Patent Document 1 or the heating / cooling device for seats of Patent Document 2 is mounted on such a vehicle, the NV performance is better than the cooling performance of the battery even when the vehicle in which the fuel efficiency priority mode is selected is decelerated. Takes precedence. That is, the fan is not controlled to supply the wind necessary to sufficiently cool the battery. As a result, the temperature of the battery rises.

本発明の目的は、回生エネルギーの回収効率が高いモードに設定された車両の減速時に十分な冷却風を蓄電器に供給可能な蓄電器冷却装置を提供することである。   An object of the present invention is to provide a condenser cooling device capable of supplying sufficient cooling air to a condenser during deceleration of a vehicle set in a mode in which the recovery efficiency of regenerative energy is high.

上記課題を解決して係る目的を達成するために、請求項１に記載の発明の蓄電器冷却装置は、蓄電器（例えば、実施の形態での蓄電器１０３）を電源として駆動する電動機（例えば、実施の形態での電動機Ｍ）からの動力によって走行可能な車両に搭載される蓄電器冷却装置であって、前記蓄電器を冷却するための冷却風を発生する冷却風発生部（例えば、実施の形態での冷却ファン１１３）と、前記車両が減速時に前記電動機から得られる回生エネルギーを前記蓄電器に回収する際の回収効率が異なる２つのモードの内、高回収効率モードに設定された前記車両の減速時には、低回収効率モードに設定されているときの風量よりも大きな風量の冷却風を発生するよう前記冷却風発生部を制御する風量制御部（例えば、実施の形態での制御部１１７）と、を備えたことを特徴としている。   In order to solve the above-described problems and achieve the object, a capacitor cooling device according to a first aspect of the present invention is an electric motor (for example, an implementation) that uses a capacitor (for example, the capacitor 103 in the embodiment) as a power source. A condenser cooling device mounted on a vehicle that can be driven by power from the electric motor M) in the form, and a cooling air generator that generates cooling air for cooling the condenser (for example, cooling in the embodiment) Among the two modes in which the recovery efficiency when recovering the regenerative energy obtained from the electric motor when the vehicle decelerates to the battery is different, the fan 113) is low when the vehicle set in the high recovery efficiency mode is decelerated. An air volume control unit (for example, a control unit in the embodiment) that controls the cooling air generation unit so as to generate a cooling air having an air volume larger than that when the recovery efficiency mode is set. And 17), and comprising the.

また、請求項２に記載の発明の蓄電器冷却装置は、蓄電器（例えば、実施の形態での蓄電器１０３）を電源として駆動する電動機（例えば、実施の形態での電動機Ｍ）からの動力によって走行可能な車両に搭載される蓄電器冷却装置であって、また前記蓄電器を冷却するための冷却風を発生する冷却風発生部（例えば、実施の形態での冷却ファン１１３）と、前記車両の走行速度に応じて異なる所定の風量の冷却風を発生するよう前記冷却風発生部を制御する風量制御部（例えば、実施の形態での制御部１１７）と、を備え、前記風量制御部は、前記車両が減速時に前記電動機から得られる回生エネルギーを前記蓄電器に回収する際の回収効率が異なる２つのモードの内、低回収効率モードに設定された前記車両の減速時には、前記車両の走行速度に応じて異なる第１の補正係数を前記所定の風量に乗じた風量の冷却風を発生するよう前記冷却風発生部を制御し、高回収効率モードに設定された前記車両の減速時には、前記所定の風量又は前記第１の補正係数よりも大きい第２の補正係数を前記所定の風量に乗じた風量の冷却風を発生するよう前記冷却風発生部を制御することを特徴としている。   In addition, the condenser cooling device according to the second aspect of the invention can be driven by power from an electric motor (for example, the electric motor M in the embodiment) that is driven by using the electric accumulator (for example, the electric condenser 103 in the embodiment) as a power source. A cooling device mounted on a vehicle, and a cooling air generator (for example, cooling fan 113 in the embodiment) for generating cooling air for cooling the storage device, and a traveling speed of the vehicle. An air volume control unit (e.g., a control unit 117 in the embodiment) that controls the cooling air generation unit so as to generate a cooling air having a different predetermined air volume according to the vehicle. Of the two modes with different recovery efficiencies when recovering regenerative energy obtained from the electric motor during deceleration, the vehicle running during deceleration of the vehicle set in the low recovery efficiency mode The cooling air generation unit is controlled to generate a cooling air having an air volume obtained by multiplying the predetermined air volume by a first correction coefficient that varies depending on speed, and when the vehicle set in the high recovery efficiency mode is decelerated, The cooling air generating unit is controlled to generate a cooling air having an air volume obtained by multiplying the predetermined air volume by a predetermined air volume or a second correction coefficient larger than the first correction coefficient.

さらに、請求項３に記載の発明の蓄電器冷却装置では、前記高回収効率モード又は前記低回収効率モードは、前記車両の運転者の操作によって設定されることを特徴としている。   Furthermore, in the condenser cooling device according to a third aspect of the present invention, the high recovery efficiency mode or the low recovery efficiency mode is set by an operation of a driver of the vehicle.

さらに、請求項４に記載の発明の蓄電器冷却装置では、前記車両は、前記電動機の駆動軸と直結した駆動軸を有する内燃機関を備えたことを特徴としている。   Furthermore, in the condenser cooling device according to the invention described in claim 4, the vehicle includes an internal combustion engine having a drive shaft directly connected to the drive shaft of the electric motor.

請求項１〜４に記載の発明の蓄電器冷却装置によれば、回生エネルギーの回収効率が高いモードに設定された車両の減速時に十分な冷却風を蓄電器に供給することができる。   According to the condenser cooling device of the first to fourth aspects of the present invention, sufficient cooling air can be supplied to the condenser during deceleration of the vehicle set in a mode in which the recovery efficiency of regenerative energy is high.

以下、本発明の実施形態について、図面を参照して説明する。以下説明する実施形態の蓄電器冷却装置は、蓄電器から供給された電力によって駆動する電動機が駆動源として設けられたＥＶ（Electric Vehicle：電気自動車）やＨＥＶ（Hybrid Electrical Vehicle：ハイブリッド電気自動車）等の車両に搭載されている。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. A capacitor cooling device according to an embodiment described below is a vehicle such as an EV (Electric Vehicle) or an HEV (Hybrid Electrical Vehicle) provided with a motor driven by electric power supplied from the capacitor as a drive source. It is mounted on.

図１は、本発明に係る一実施形態の蓄電器冷却装置を含む車両の内部構成の一例を示すブロック図である。図１に示す車両は、内燃機関Ｅと、電動機Ｍと、変速機構Ｔと、駆動輪Ｗと、電動機駆動部１０１と、蓄電器１０３と、指令部１０５と、車速センサ１０７と、ＤＣ−ＤＣコンバータ１０９と、補機用蓄電器１１１と、冷却ファン１１３と、記憶部１１５と、制御部１１７とを主に備える。なお、蓄電器１０３の出力電圧は高電圧（例えば１００〜２００Ｖ）であり、補機用蓄電器１１１の出力電圧は低電圧（例えば１２Ｖ）である。   FIG. 1 is a block diagram illustrating an example of an internal configuration of a vehicle including a condenser cooling device according to an embodiment of the present invention. The vehicle shown in FIG. 1 includes an internal combustion engine E, an electric motor M, a transmission mechanism T, drive wheels W, an electric motor drive unit 101, a capacitor 103, a command unit 105, a vehicle speed sensor 107, and a DC-DC converter. 109, an auxiliary power storage device 111, a cooling fan 113, a storage unit 115, and a control unit 117. Note that the output voltage of the battery 103 is a high voltage (for example, 100 to 200 V), and the output voltage of the auxiliary battery 111 is a low voltage (for example, 12 V).

図１に示す車両は、内燃機関Ｅと電動機Ｍと変速機構Ｔとを直列に直結した構造のパラレル式ハイブリッド車両（以下、単に「車両」という）である。この種の車両では、内燃機関Ｅ及び電動機Ｍの両方の駆動力は変速機構Ｔを介して駆動輪Ｗに伝達される。また、車両の減速時に駆動輪Ｗ側から電動機Ｍ側に駆動力が伝達されると、電動機Ｍは発電機として機能していわゆる回生制動力を発生し、車体の運動エネルギーを電気エネルギー（回生エネルギー）として回収する。さらに、車両の運転状態に応じて、電動機Ｍは内燃機関Ｅの出力によって発電機として駆動され、発電エネルギーを発生する。   The vehicle shown in FIG. 1 is a parallel hybrid vehicle (hereinafter simply referred to as “vehicle”) having a structure in which an internal combustion engine E, an electric motor M, and a transmission mechanism T are directly connected in series. In this type of vehicle, the driving forces of both the internal combustion engine E and the electric motor M are transmitted to the drive wheels W via the transmission mechanism T. Further, when the driving force is transmitted from the driving wheel W side to the electric motor M side during deceleration of the vehicle, the electric motor M functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is converted into electric energy (regenerative energy). ). Furthermore, the electric motor M is driven as a generator by the output of the internal combustion engine E according to the driving state of the vehicle, and generates power generation energy.

電動機Ｍの駆動及び回生作動は、制御部１１７からの制御指令を受けて電動機駆動部１０１により行われる。電動機駆動部１０１には、電動機Ｍから出力される発電エネルギー及び回生エネルギーを蓄電すると共に電動機Ｍに電力を供給する蓄電器１０３が接続されている。蓄電器１０３は、ニッケル水素電池やリチウムイオン電池等の直列に接続された複数の２次電池によって構成されている。   The drive and regenerative operation of the electric motor M are performed by the electric motor drive unit 101 in response to a control command from the control unit 117. The electric motor drive unit 101 is connected to a battery 103 that stores the generated energy and regenerative energy output from the electric motor M and supplies electric power to the electric motor M. The capacitor 103 is composed of a plurality of secondary batteries connected in series, such as a nickel metal hydride battery or a lithium ion battery.

指令部１０５は、車両が減速時に電動機Ｍから得られる回生エネルギーを蓄電器１０３に回収する際の回収効率が異なる２つのモードの内、車両の運転者によって選択されたモードの設定に関する信号を制御部１１７に出力する。本実施形態では、減速時に回生エネルギーを高い効率で回収する「燃費優先モード」、及び燃費優先モードよりも回生エネルギーの回収効率が低い「通常モード」のいずれかを運転者が選択可能である。図２は、燃費優先モード及び通常モードの各モードに設定された車両の減速時の車速と回生電力の関係の一例を示す図である。図２に示されるように、燃費優先モードでは通常モードよりも高い回生電力が得られる。   The command unit 105 controls a signal related to the setting of the mode selected by the driver of the vehicle from two modes having different collection efficiency when the regenerative energy obtained from the electric motor M when the vehicle decelerates is collected in the battery 103. It outputs to 117. In the present embodiment, the driver can select either “fuel efficiency priority mode” in which regenerative energy is recovered at a high efficiency during deceleration, or “normal mode” in which the recovery efficiency of regenerative energy is lower than in the fuel efficiency priority mode. FIG. 2 is a diagram illustrating an example of the relationship between the vehicle speed and the regenerative power when the vehicle is decelerated set in the fuel efficiency priority mode and the normal mode. As shown in FIG. 2, higher regenerative power is obtained in the fuel efficiency priority mode than in the normal mode.

車速センサ１０７は、車両の走行速度（車速）を検出する。車速センサ１０７によって検出された車速を示す信号は、制御部１１７に入力される。   The vehicle speed sensor 107 detects the traveling speed (vehicle speed) of the vehicle. A signal indicating the vehicle speed detected by the vehicle speed sensor 107 is input to the control unit 117.

ＤＣ−ＤＣコンバータ１０９は、蓄電器１０３の出力電圧を降圧して補機用蓄電器１１１に充電する。冷却ファン１１３は、補機用蓄電器１１１から電力が供給され、蓄電器１０３を冷却するための冷却風を発生する。冷却ファン１１３は、ファン１２１と、ファン１２１を回転駆動するためのモータ１２３を有する。モータ１２３は、制御部１１７によってＰＷＭ（Pulse Width Modulation）制御される。すなわち、制御部１１７は、デューティ比を調整することによってモータ１２３の回転数を制御する。モータ１２３の回転数が異なれば冷却風の風量が変化するため、制御部１１７は、デューティ比を変えることによって冷却風の風量を調整することができる。   The DC-DC converter 109 steps down the output voltage of the battery 103 and charges the auxiliary battery 111. The cooling fan 113 is supplied with power from the auxiliary power storage device 111 and generates cooling air for cooling the power storage device 103. The cooling fan 113 includes a fan 121 and a motor 123 for rotating the fan 121. The motor 123 is PWM (Pulse Width Modulation) controlled by the control unit 117. That is, the control unit 117 controls the rotation speed of the motor 123 by adjusting the duty ratio. If the number of rotations of the motor 123 is different, the air volume of the cooling air changes. Therefore, the control unit 117 can adjust the air volume of the cooling air by changing the duty ratio.

記憶部１１５は、車速に対するデューティ比が示されたマップ（以下「車速／デューティ比マップ」という）を記憶する。図３に、当該マップによる車速とデューティ比の関係の一例を示す。また、記憶部１１５は、燃費優先モード及び通常モードの各モードに設定された車両の減速時の車速に対するデューティ比の補正係数が示されたマップ（以下「車速／補正係数マップ」という）を記憶する。図４に、通常モードに設定された車両の減速時の車速とデューティ比の補正係数の関係の一例を示す。また、図５に、図４に示した補正係数を図３に示したデューティ比に乗じた補正デューティ比と車速の関係を点線で示す。   The storage unit 115 stores a map (hereinafter referred to as “vehicle speed / duty ratio map”) indicating the duty ratio with respect to the vehicle speed. FIG. 3 shows an example of the relationship between the vehicle speed and the duty ratio according to the map. In addition, the storage unit 115 stores a map (hereinafter referred to as “vehicle speed / correction coefficient map”) indicating a correction factor of the duty ratio with respect to the vehicle speed at the time of deceleration of the vehicle set in each mode of the fuel efficiency priority mode and the normal mode. To do. FIG. 4 shows an example of the relationship between the vehicle speed during deceleration of the vehicle set to the normal mode and the duty factor correction coefficient. FIG. 5 shows a relationship between the correction duty ratio obtained by multiplying the correction coefficient shown in FIG. 4 by the duty ratio shown in FIG. 3 and the vehicle speed by a dotted line.

図６は、燃費優先モードに設定された車両の減速時の車速とデューティ比の補正係数の関係の第１例を示す図である。図６に示した第１例の車速／補正係数マップには、全ての車速に対して補正係数が全て０に設定されている。したがって、補正デューティ比は、車速／デューティ比マップに基づいて導出されるデューティ比と同じである。   FIG. 6 is a diagram illustrating a first example of the relationship between the vehicle speed during deceleration of the vehicle set in the fuel efficiency priority mode and the duty factor correction coefficient. In the vehicle speed / correction coefficient map of the first example shown in FIG. 6, all correction coefficients are set to 0 for all vehicle speeds. Therefore, the correction duty ratio is the same as the duty ratio derived based on the vehicle speed / duty ratio map.

図７は、燃費優先モードに設定された車両の減速時の車速とデューティ比の補正係数の関係の第２例を点線で示す図である。なお、図７中の実線は、図４に示した通常モード時の車速と補正係数の関係を示す。図７に示した第２例の車速／補正係数マップには、通常モード時に適用される補正係数よりも０に近い補正係数が設定されている。   FIG. 7 is a diagram showing a second example of the relationship between the vehicle speed at the time of deceleration of the vehicle set in the fuel efficiency priority mode and the correction coefficient of the duty ratio by a dotted line. Note that the solid line in FIG. 7 shows the relationship between the vehicle speed and the correction coefficient in the normal mode shown in FIG. In the vehicle speed / correction coefficient map of the second example shown in FIG. 7, a correction coefficient closer to 0 than the correction coefficient applied in the normal mode is set.

制御部１１７は、電動機Ｍが必要なトルクを発生するための供給電流を指定する電流指令を生成して、当該電流指令を電動機駆動部１０１に出力する。また、制御部１１７は、記憶部１１５に格納された車速／デューティ比マップに基づいて、車速センサ１０７が検出した車速に対応するデューティ比（以下「原デューティ比」という）を導出する。また、制御部１１７は、車速センサ１０７が検出した車速の偏差に基づいて、車両の加速状態、クルーズ走行状態、減速状態及び停止状態等といった車両の走行状態を判別する。   The control unit 117 generates a current command that designates a supply current for generating a necessary torque for the electric motor M, and outputs the current command to the electric motor drive unit 101. The control unit 117 derives a duty ratio (hereinafter referred to as “original duty ratio”) corresponding to the vehicle speed detected by the vehicle speed sensor 107 based on the vehicle speed / duty ratio map stored in the storage unit 115. In addition, the control unit 117 determines the traveling state of the vehicle such as the acceleration state, the cruise traveling state, the deceleration state, and the stopped state of the vehicle based on the deviation of the vehicle speed detected by the vehicle speed sensor 107.

さらに、制御部１１７は、車両の走行状態が減速状態のときには、指令部１０５から入力された信号に応じたモードに対応する記憶部１１５に格納された車速／補正係数マップに基づいて、車速センサ１０７が検出した車速に対応する補正係数を導出する。制御部１１７は、当該導出した補正係数を原デューティ比に乗算して、補正デューティ比を導出する。   Further, when the vehicle traveling state is in a deceleration state, the control unit 117 performs vehicle speed sensor based on the vehicle speed / correction coefficient map stored in the storage unit 115 corresponding to the mode corresponding to the signal input from the command unit 105. A correction coefficient corresponding to the vehicle speed detected by 107 is derived. The control unit 117 multiplies the derived correction coefficient by the original duty ratio to derive the correction duty ratio.

制御部１１７は、このようにして導出した原デューティ比又は補正デューティ比に基づいて、補機用蓄電器１１１から冷却ファン１１３のモータ１２３に供給される電力を制御する。すなわち、制御部１１７は、車両が加速状態、クルーズ走行状態及び停止状態のときには、原デューティ比に基づいて制御を行う。   The control unit 117 controls the electric power supplied from the auxiliary power storage device 111 to the motor 123 of the cooling fan 113 based on the original duty ratio or the corrected duty ratio thus derived. That is, the control unit 117 performs control based on the original duty ratio when the vehicle is in the acceleration state, the cruise traveling state, and the stop state.

また、車両が減速状態のとき、通常モードに設定されていれば、制御部１１７は、図４に示した車速／補正係数マップから得られる補正係数を原デューティ比に乗算して得られた補正デューティ比に基づいて制御を行う。一方、燃費優先モードに設定されていれば、制御部１１７は、図６に示した第１例の車速／補正係数マップ又は図７に示した第２例の車速／補正係数マップから得られる補正係数を原デューティ比に乗算して得られた補正デューティ比に基づいて制御を行う。   Further, when the vehicle is in a deceleration state, if the normal mode is set, the control unit 117 corrects the correction factor obtained by multiplying the original duty ratio by the correction factor obtained from the vehicle speed / correction factor map shown in FIG. Control is performed based on the duty ratio. On the other hand, if the fuel economy priority mode is set, the control unit 117 performs correction obtained from the vehicle speed / correction coefficient map of the first example shown in FIG. 6 or the vehicle speed / correction coefficient map of the second example shown in FIG. Control is performed based on a corrected duty ratio obtained by multiplying the original duty ratio by a coefficient.

なお、制御部１１７が第１例の車速／補正係数マップを用いる場合の代替方法として、制御部１１７は、補正係数の乗算を行わずに、原デューティ比をそのまま利用しても良い。   As an alternative method when the control unit 117 uses the vehicle speed / correction coefficient map of the first example, the control unit 117 may use the original duty ratio as it is without multiplying the correction coefficient.

図８は、本実施形態の車両が備える制御部の動作を示すフローチャートである。図８に示すように、制御部１１７は、車速／デューティ比マップに基づいて、車速に対応する原デューティ比を導出する（ステップＳ１０１）。次に、制御部１１７は、車速の偏差に基づいて、車両の走行状態を判別する（ステップＳ１０３）。次に、制御部１１７は、ステップＳ１０３で判別した車両の走行状態が減速状態かを判定する（ステップＳ１０５）。ステップＳ１０５で判定された走行状態が減速状態のときはステップＳ１０９に進み、減速状態以外のときはステップＳ１０７に進む。   FIG. 8 is a flowchart showing the operation of the control unit provided in the vehicle of this embodiment. As shown in FIG. 8, the control unit 117 derives an original duty ratio corresponding to the vehicle speed based on the vehicle speed / duty ratio map (step S101). Next, the control unit 117 determines the traveling state of the vehicle based on the deviation of the vehicle speed (step S103). Next, the control unit 117 determines whether the traveling state of the vehicle determined in step S103 is a deceleration state (step S105). When the traveling state determined in step S105 is the deceleration state, the process proceeds to step S109, and when it is not the deceleration state, the process proceeds to step S107.

ステップＳ１０７では、制御部１１７は、ステップＳ１０１で導出した原デューティ比に基づいて、冷却ファン１１３の制御を行う。一方、ステップＳ１０９では、制御部１１７は、車両に設定されているモードが燃費優先モードか否かを判別し、燃費優先モードのときはステップＳ１１１に進み、通常モードのときはステップＳ１１３に進む。   In step S107, the control unit 117 controls the cooling fan 113 based on the original duty ratio derived in step S101. On the other hand, in step S109, the control unit 117 determines whether or not the mode set for the vehicle is the fuel efficiency priority mode. If the mode is the fuel efficiency priority mode, the process proceeds to step S111. If the mode is the normal mode, the process proceeds to step S113.

ステップＳ１１１では、燃費優先モードに対応する車速／補正係数マップに基づいて、車速に対応する補正係数を導出する。一方、ステップＳ１１３では、通常モードに対応する車速／補正係数マップに基づいて、車速に対応する補正係数を導出する。ステップＳ１１１又はステップＳ１１３を行った後、制御部１１７は、ステップＳ１１１又はステップＳ１１３で導出した補正係数をステップＳ１０１で導出した原デューティ比に乗算して補正デューティ比を導出する（ステップＳ１１５）。制御部１１７は、ステップＳ１１５で導出した補正デューティ比に基づいて、冷却ファン１１３の制御を行う。   In step S111, a correction coefficient corresponding to the vehicle speed is derived based on the vehicle speed / correction coefficient map corresponding to the fuel efficiency priority mode. On the other hand, in step S113, a correction coefficient corresponding to the vehicle speed is derived based on the vehicle speed / correction coefficient map corresponding to the normal mode. After performing Step S111 or Step S113, the control unit 117 derives a correction duty ratio by multiplying the original duty ratio derived in Step S101 by the correction coefficient derived in Step S111 or Step S113 (Step S115). The control unit 117 controls the cooling fan 113 based on the correction duty ratio derived in step S115.

上記説明した本実施形態の車両の走行状態及びデューティ比の経時変化の例を図９及び図１０に示す。図９に示した例は、燃費優先モードが設定された車両が減速時に、上記説明した第１例の車速／補正係数マップから得られる補正係数を原デューティ比に乗算して補正デューティ比を導出した場合を示す。図９中の楕円で囲まれた部分から明らかなように、燃費優先モードが設定された車両が減速時の補正デューティ比は原デューティ比と同じである。したがって、通常モードが設定されている場合と比較して、燃費優先モードが設定されている状態では、車両が減速時に冷却ファン１１３が発生する冷却風の風量は大きい。   9 and 10 show examples of changes in the running state and duty ratio of the vehicle according to the present embodiment described above. The example shown in FIG. 9 derives the correction duty ratio by multiplying the original duty ratio by the correction coefficient obtained from the vehicle speed / correction coefficient map of the first example described above when the vehicle in which the fuel efficiency priority mode is set decelerates. Shows the case. As is apparent from the portion surrounded by the ellipse in FIG. 9, the corrected duty ratio when the vehicle set with the fuel efficiency priority mode is decelerated is the same as the original duty ratio. Therefore, compared with the case where the normal mode is set, in the state where the fuel consumption priority mode is set, the amount of cooling air generated by the cooling fan 113 when the vehicle decelerates is large.

また、図１０に示した例は、燃費優先モードが設定された車両が減速時に、上記説明した第２例の車速／補正係数マップから得られる補正係数を原デューティ比に乗算して補正デューティ比を導出した場合を示す。図１０中の楕円で囲まれた部分から明らかなように、燃費優先モードが設定された車両が減速時の補正デューティ比は、原デューティ比よりは低いが、通常モードが設定された車両が減速時の補正デューティ比よりも高い。したがって、通常モードが設定されている場合と比較して、燃費優先モードが設定されている状態では、車両が減速時に冷却ファン１１３が発生する冷却風の風量は、図９に示した第１例ほどではないが大きい。   Further, in the example shown in FIG. 10, when the vehicle in which the fuel efficiency priority mode is set is decelerated, the correction duty ratio is obtained by multiplying the original duty ratio by the correction coefficient obtained from the vehicle speed / correction coefficient map of the second example described above. Is derived. As is apparent from the portion surrounded by the ellipse in FIG. 10, the correction duty ratio when the vehicle set with the fuel efficiency priority mode is decelerated is lower than the original duty ratio, but the vehicle set with the normal mode is decelerated. It is higher than the correction duty ratio at the time. Therefore, compared with the case where the normal mode is set, in the state where the fuel consumption priority mode is set, the amount of cooling air generated by the cooling fan 113 when the vehicle decelerates is the first example shown in FIG. Not so big.

以上説明したように、本実施形態の蓄電器冷却装置を含む車両によれば、通常モードが設定されている場合と比較して、燃費優先モードが設定されているときは減速時であっても冷却風の風量は大きい。燃費優先モードが設定されているとき、蓄電器１０３に回収される回生電力は大きい。このときの蓄電器１０３の発熱量は、通常モードが設定されているときと比較して大きいが、冷却風の風量が大きいため、蓄電器１０３の温度を所定値以下に抑えることができる。その結果、回生エネルギーの回収によって蓄電器１０３の出力性能は低下しない。   As described above, according to the vehicle including the condenser cooling device of the present embodiment, when the fuel economy priority mode is set, cooling is performed even when the vehicle is decelerating, compared to the case where the normal mode is set. The wind volume is large. When the fuel efficiency priority mode is set, the regenerative power collected by the battery 103 is large. The amount of heat generated by the capacitor 103 at this time is larger than that when the normal mode is set, but the temperature of the capacitor 103 can be suppressed to a predetermined value or less because the amount of cooling air is large. As a result, the output performance of the battery 103 is not degraded by the recovery of regenerative energy.

本発明に係る一実施形態の蓄電器冷却装置を含む車両の内部構成の一例を示すブロック図The block diagram which shows an example of the internal structure of the vehicle containing the condenser cooling device of one Embodiment which concerns on this invention. 燃費優先モード及び通常モードの各モードに設定された車両の減速時の車速と回生電力の関係の一例を示す図The figure which shows an example of the relationship between the vehicle speed at the time of the deceleration of the vehicle set to each mode of fuel consumption priority mode and normal mode, and regenerative electric power 車速／デューティ比マップによる車速とデューティ比の関係の一例を示す図The figure which shows an example of the relationship between the vehicle speed and duty ratio by a vehicle speed / duty ratio map 通常モードに設定された車両の減速時の車速とデューティ比の補正係数の関係の一例を示す図The figure which shows an example of the relationship between the vehicle speed at the time of deceleration of the vehicle set to normal mode, and the correction factor of a duty ratio 図４に示した補正係数を図３に示したデューティ比に乗じた補正デューティ比と車速の関係を点線で示す図The figure which shows the relationship between the correction duty ratio which multiplied the correction coefficient shown in FIG. 4 to the duty ratio shown in FIG. 3, and vehicle speed with a dotted line 燃費優先モードに設定された車両の減速時の車速とデューティ比の補正係数の関係の第１例を示す図The figure which shows the 1st example of the relationship between the vehicle speed at the time of the deceleration of the vehicle set to the fuel consumption priority mode, and the correction coefficient of a duty ratio. 燃費優先モードに設定された車両の減速時の車速とデューティ比の補正係数の関係の第２例を点線で示す図The figure which shows the 2nd example of the relationship between the vehicle speed at the time of deceleration of the vehicle set to the fuel consumption priority mode, and the correction factor of a duty ratio with a dotted line 一実施形態の車両が備える制御部の動作を示すフローチャートThe flowchart which shows operation | movement of the control part with which the vehicle of one Embodiment is provided. 一実施形態の車両の走行状態及びデューティ比の経時変化の第１例を示す図The figure which shows the 1st example of the driving | running state of the vehicle of one Embodiment, and a time-dependent change of a duty ratio. 一実施形態の車両の走行状態及びデューティ比の経時変化の第２例を示す図The figure which shows the 2nd example of the driving | running state of the vehicle of one Embodiment, and a time-dependent change of a duty ratio.

符号の説明Explanation of symbols

Ｅ 内燃機関
Ｍ 電動機
Ｔ 変速機構
Ｗ 駆動輪
１０１ 電動機駆動部
１０３ 蓄電器
１０５ 指令部
１０７ 車速センサ
１０９ ＤＣ−ＤＣコンバータ
１１１ 補機用蓄電器
１１３ 冷却ファン
１２１ ファン
１２３ モータ
１１５ 記憶部
１１７ 制御部 E internal combustion engine M electric motor T speed change mechanism W drive wheel 101 electric motor drive unit 103 battery 105 command unit 107 vehicle speed sensor 109 DC-DC converter 111 auxiliary machine battery 113 cooling fan 121 fan 123 motor 115 storage unit 117 control unit

Claims (4)

蓄電器を電源として駆動する電動機からの動力によって走行可能な車両に搭載される蓄電器冷却装置であって、
前記蓄電器を冷却するための冷却風を発生する冷却風発生部と、
前記車両が減速時に前記電動機から得られる回生エネルギーを前記蓄電器に回収する際の回収効率が異なる２つのモードの内、高回収効率モードに設定された前記車両の減速時には、低回収効率モードに設定されているときの風量よりも大きな風量の冷却風を発生するよう前記冷却風発生部を制御する風量制御部と、
を備えたことを特徴とする蓄電器冷却装置。 A condenser cooling device mounted on a vehicle that can be driven by power from an electric motor that drives a condenser as a power source,
A cooling air generator that generates cooling air for cooling the electric storage device;
Of the two modes with different recovery efficiency when recovering the regenerative energy obtained from the electric motor when the vehicle decelerates, set to the low recovery efficiency mode when the vehicle is set to the high recovery efficiency mode. An air volume control unit that controls the cooling air generation unit so as to generate a cooling air having an air volume larger than the air volume when
A condenser cooling device comprising: 蓄電器を電源として駆動する電動機からの動力によって走行可能な車両に搭載される蓄電器冷却装置であって、
前記蓄電器を冷却するための冷却風を発生する冷却風発生部と、
前記車両の走行速度に応じて異なる所定の風量の冷却風を発生するよう前記冷却風発生部を制御する風量制御部と、を備え、
前記風量制御部は、
前記車両が減速時に前記電動機から得られる回生エネルギーを前記蓄電器に回収する際の回収効率が異なる２つのモードの内、低回収効率モードに設定された前記車両の減速時には、前記車両の走行速度に応じて異なる第１の補正係数を前記所定の風量に乗じた風量の冷却風を発生するよう前記冷却風発生部を制御し、
高回収効率モードに設定された前記車両の減速時には、前記所定の風量又は前記第１の補正係数よりも大きい第２の補正係数を前記所定の風量に乗じた風量の冷却風を発生するよう前記冷却風発生部を制御することを特徴とする蓄電器冷却装置。 A condenser cooling device mounted on a vehicle that can be driven by power from an electric motor that drives a condenser as a power source,
A cooling air generator that generates cooling air for cooling the electric storage device;
An air volume control unit that controls the cooling air generation unit so as to generate cooling air of a predetermined air volume that varies depending on the traveling speed of the vehicle,
The air volume control unit
Of the two modes with different recovery efficiencies when recovering the regenerative energy obtained from the electric motor when the vehicle decelerates, the traveling speed of the vehicle is reduced when the vehicle set in the low recovery efficiency mode is decelerated. The cooling air generation unit is controlled so as to generate cooling air having an air volume obtained by multiplying the predetermined air volume by a different first correction coefficient depending on the
At the time of deceleration of the vehicle set in the high recovery efficiency mode, the predetermined air volume or the second correction coefficient larger than the first correction coefficient is multiplied by the predetermined air volume to generate the cooling air having the air volume. A condenser cooling device for controlling a cooling air generating unit. 請求項１又は２に記載の蓄電器冷却装置であって、
前記高回収効率モード又は前記低回収効率モードは、前記車両の運転者の操作によって設定されることを特徴とする蓄電器冷却装置。 The condenser cooling device according to claim 1 or 2,
The battery cooling device according to claim 1, wherein the high recovery efficiency mode or the low recovery efficiency mode is set by an operation of a driver of the vehicle. 請求項１〜３のいずれか一項に記載の蓄電器冷却装置であって、
前記車両は、前記電動機の駆動軸と直結した駆動軸を有する内燃機関を備えたことを特徴とする蓄電器冷却装置。 The condenser cooling device according to any one of claims 1 to 3,
The battery cooling apparatus according to claim 1, wherein the vehicle includes an internal combustion engine having a drive shaft directly connected to a drive shaft of the electric motor.
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US13/130,028 US20110223463A1 (en) 2008-11-21 2009-10-28 Battery unit cooling apparatus
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